Automatic tbain-conteolling system



G. P'. THURBER.

AUTOMATIC TRAIN CONTROLLING SYSTEM.

APPLICATION FILED MAR. 3I| I913.

Patentd Aug. 8, 1916.

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STATES PAN-T @FFIQE GUY P. THURIBER, OF PITTSBURGH, PENNSYLVANIA.

AUTOMATIC .TRAIN-CONTROLLIN G SYSTEM.

To all whom it may concern Be it known that I, GUY P. THURBER, a citizen of the United States, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Automatic Train-Controlling Systems, of

vices and permits them to operate to stop the train or otherwise exercise a control over the same.

The object of the present invention is to simplify the construction of the parts as much as possible and to reduce the number of electric circuits utilized in effecting a proper control of the train.

The invention accordingly consists in the employment of a fluid pressure train controlling circuit, and a normally closed charged electric train-circuit normally completed through the traflic track, together with an electro-magnetic device having valve means which is interposed in the fluid circuit and in the electric circuit and exercises control over both circuits. Preferably the electromagnetic device has two armatures under its control, one of these armatures being provided with a valve which controls the fluid pressure system, and the other armature forming a circuit breaker in the electric circuit.-

Other features of construction, arrangement of parts, and combination of elements will appear as the specification proceeds.

In the accompanying drawings the invention is disclosed in a concrete and preferred form, but changes may be madewithout departing from the spirit and scope of the invention.

In the said drawings: Figure 1' is a diagrammatic view of the system with the controlling unit shown in section, the parts being in the position they assume when the electric circuit is closed. Fig. 2 is another sectional view of the controlling unit, with parts of the electric circuit, the parts belng shown in the position they occupy when the electric circuit is ruptured or when the cutout valve is moved to a position Where the Specification of Letters Patent.

Application filed March 31,

Patented Aug. 8, 1916. 1913. Serial No. 757,853.

automatic control of the train is eliminated. Fig. 3 is a broken detail view of a portion the line 33 of Fig. 2.

Similar characters of reference indicate corresponding parts in the several views.

In 'the construction illustrated in the of the cut-out device, taken substantially on drawings 10 indicates the traffic track divided by suitable insulation 11 into blocks in a Well-known manner. Adjoining blocks are connected by means of a jumper circuit, indicated by 12, which jumper circuit is controlled by a relay 13 and an armature or circuit breaker 14.

15 indicates the line wires for controlling the relay 13 in a well-known manner, the general operation being that when a train occupies a near-by block, the relay 13 is deenergized to rupture the jumper circuit so that it is impossible for the train controlling circuit, to be described, to be completed through the traific track, thereby causing it to be ruptured.

25 indicates an electro-magnetic device which controls both the fluid pressure circuit and the electric circuit. In the form shown the electric circuit extends from the battery 26, along conductor 27, through conductor 24, interposed in the draw bar insulation 23, to the plates 22 surrounded by the insulation 21 'of truck 20, thence along conductor 28 to the armature or circuit breaker 29, thence along conductor 30 to the electromagnetic device 25, and thence by means of conductor 17 to the Wheels 19 of the truck 20, along the rails 10, through the jumper circuit and armature 14 to the other side of the insulation 11, and thence to the drivers 18 of the locomotive and along the conductor 16 back to battery 26. The flow of current through the coil in the electro-magnetic device 25 energizes said device and when so energized serves to maintain the automatic control ineiiective. As soon, however, as this circuit is broken, due either to an interruption in the continuity of the rails or to the rupture of the jumper, the electro-mag' netic device will become denergized and it then serves to render the automatic control operative.

Considering now the construction of the so-calle d controlling unit, the same preferably consists, as shown, of a substantially cylindrical member or casing 31, in one end (here shown as the lower end) of Which is in the opposite end of which is mounted the brake valve 32 or other device for directly controlling the train. Interposed between the electro-magnet in the one end of the casing and the brake valve in the opposite end of the casing is a pressure-actuated device for operating the brake valve, and valve mechanism under the control of the electro-ma-gnet for governing flow of actuating fluid to the pressure-actuated device. In the case illustrated, the pressure-actuated device is the piston 33 working within a piston chamber 34 formed in the body of the casing, and the valve mechanism consists of a stem 35 upon which is engaged an inlet valve 36 and an exhaust valve 37. The inletvalve controls flow of actuating "fluid. from an inlet chamber 38 past the valve seat 39, and passage 40, to the piston chamber, while the exhaust valve when open permits flow from the piston chamber back through passage 40, and exhaust valve seat 41, into an exhaust chamber 42 and out through exhaust port 43. The valve stem is attached to the armature 44 of the electro-magnet, and a spring 45 is preferably provided for shifting the valve stem to carry the valve to the reversed position when the magnet is deenergized.

The brake valve, as here illustrated, consists of an inlet chamber 46 and an exhaust chamber 47, with the two chambers separated by a partition 48, having a valve seat 49 therein which is arranged to be engaged by the valve 50. Valve 50 is connected with the piston 33 so as to be operated thereby, and such connection, as here shown, consists of a stem 51 directly attached to the piston. The spring 52 is preferably provided for shifting the piston to carry the valve 50 to the open position.

The brake system or other part of the normal train controlling means is preferably utilized for actually stopping or controlling the movement of the train. In the present instance the controlling unit is shown as connected with the brake system so as to control the train through the medium of the brake system. In the illustration, 53 indicates the train line or similar part of the fluid pressure circuit of the brake system, and the brake valve end of the controlling unit is connected with the train line by suitable piping 54. In order that the controlling unit may, when desired, be disconnected from the brake system so as to render the automatic stopping system inoperative, there is preferably interposed a so-called cut-out valve in this line of pipe connections between the train line and the controlling unit. This cut-out valve is illustrated more or less diagrammatically, and the same is shown to be provided with a rotatable valve member 56 which is formed with a port 57 arranged when the valve is in the position shown in Fig. 1, to register with the pipe connection 54 leading to the brake valve. This rotatable valve member is preferably made hollow, as indicated at 58, and the fluid under pressure is led up through the center of the valve body in the manner indicated in Fig. 3. The fluid under pressure from the train line thus normally flows through piping 54 up through the hollow center of the valve body and out through the port 57.and piping 54 into the inlet side 46 of the brake valve (Fig. 1). The fluid for actuating the pressure-actuated device 33 may be supplied from any suitable source. In the illustration the ac tuating fluid is the fluid under pressure in the train line. Instead of taking this pres sure direct from the train line it is preferably taken through the intermediacy of the cut-out valve so that when communication between the brake system and the controlling unit is cut oil, flow of actuating fluid to the pressure-actuated device will also be cut off. A conduit 59, therefore, in the present illustration, conducts the actuating fluid from the cut-out valve to the passages leading to the pressure-actuated device. The valve body 56 is, for the purpose of controlling this flow to the passages aforesaid, preferably provided with the additional port 60 which, when the valve'is in the normal position shown in Fig. 1, registers with conduit 59.

In order that the operation of the invention will be fully understood, it wilt be as sumed that everything is in proper running order, and that the electric train controlling circuit is being properly completed through the traflic tracks and through the jumpers when passing from. one insulated block into another. Under such conditions the electro-magnet 25 .is energized and therefore acts, in the manner indicated in Fig. l, to hold the circuit closer 29 in closed position, and to hold the exhaust valve 37'of the valve mechanism in closed position. Fluid under pressure in the train line flows through pipe connections 54 and the cutout valve into the inlet side of the brake valve 32. This fluid under pressure from the train line also flows through conduit 59 past the inlet valve 36 and through passage 40 into the piston chamber 34, where, acting upon the piston therein, it forces the said piston over, thereby closing the valve 50 against its seat and preventing any escape of the train line pressure through the brake valve. If, now, for any reason the circuit is ruptured, say, by the train encountering a broken jumper when passing from insulated block into another, the electro-inagnet 25 will be dei nergized and will drop its armature 44 and cause the circuit biyalver to be opened. This condition is illustrated in Fig. 2, wherein it will be noted that the release of thearmature 44 permits the valve stem 35 to move under the influence of gravity or spring 45, until the inlet valve 36 engages with its seat 39. This cuts ofl any further flow of actuating fluid to the pressure-actuated device, and since the movement of the Valve stem has also opened exhaust valve 37, the fluid under pressure which formerly occupied the piston chamber is now permitted to escape back through the passage 40 past the now open exhaust valve, and out through the exhaust port 43. This release of the fluid acting upon the piston 33 permits said piston to descend by gravity, assisted by' spring 51, thereby removing valve 50 from its seat. The brake valve being new open, the train line pressure is free to escape out through the exhaust port 61. This release in the train line pressure causes an application of the brakes to be made in the usual way.

Since the circuit breaker 29, which is under the control ofthe electro-magnet 25, serves, in the manner before described, to control the circuit through the electro-magnet, it will be clear that when the said magnet is once deenergized, it will not, on account of this rupture of the circuit by the circuit breaker, be able to again restore its own circuit. Means are therefore preferably provided whereby a restoring circuit may be completed through the ,electro-magnet independent of that circuit which is controlled by the circuit breaker. This restoring circuit may be controlled by an ordinary circuit closing key. Preferably, however, I incorporate in the cut-out valve circuit closing mechanism by which the circuit through the electro-magnetic device may be restored. In the illustration this circuit closing device is shown in the form of a segment 62 which is carried by the movable member of the cut-out valve, and acts when in the proper position, to bridge the relatively stationary contacts 63 and 64. Extending from contact 63 is a conductor 65 leading to one terminal of the electro-magnet, and extending from the other contact 64 is a conductor 66 which in the present illustration makes connection with the conductor 28. When, therefore, the engineer desires to restore the circuit through the electromagnetic device, he simply turns the rotatable member of the valve body until the segment 62 bridges the contacts 63 and 64. While this takes place, the valve circuit is completed: from contact 64:, across segment 62, to contact 63, thence by conductor 65, to the electro-magnet, thence through conductor 17, to the insulated trucks of the tender, along the rails to the wheels 18, through the conductor 16, to the battery, thence through the conductor 27, conductors 24 and 22 and conductors 28 and 66, to contact 64. This circuit has the effect of energizing the electro-magnet, and said electro-magnet when so energized picks up the circuit breaker 29, thereby restoring'tlfe normal electric running circuit.

When the plate 62 spans the space between the contacts 63 and 64, the port 57 of the cut-out valve will restore communication between the pipe 5% and the pipe 59, so that as the electro-magnet 25 is renergized air will flew back to the chamber 38 and thence by means of the passages described to the chamber 34, and will, by acting against the piston 33, close the brake valve 50. The cut-out valve may now be restored to its original position, indicated in Fig. 1, and air admitted to the chamber 46, so that when the electro-magnet 25 is again deenergized, the.air brake system will again be operated to-stop the train.

When it is desired to cut the automatic control system wholly out of operation, the movable member of the cut-out valve is simply turned into the position substantially as indicated in Fig. 2, wherein it will be seen that the ports 57 and 60 in the said member have been carried out of register with the pipe connections leading to the controlling unit, thereby cutting off any further flow of fluid to the controlling unit. In this position also it will be noted that the segment 62 which forms a part of the restoring circuit has been carried to such a point as not to bridge the contacts 63 and 64;.

If desired, means may be provided for indicating to the engineer when the automatic control system is operative, so that he may l'iIlOW whether or not he can depend upon the automatic system to take control of the train in an emergency. T have here illustrated a means for this purpose in the form of a signal lamp 67 which is arranged to burn so long as the automatic control system is operative. The circuit for this lamp is here shown as from battery 26, through conductors 27, 28, 66 and 68 to a contact 69, through a segment 70 on the rotatable valve body. and a cooperating contact brush 71, and by a conductor 72 to the lamp, and thence by a conductor 73 and leg 16 to the return side of the battery. The segment 70 is provided so that when the cut-out valve is turned to the cut-out position shown in Fig. 2, the signal circuit will be interrupted at the contacts 69 and 71. This segment 70 is preferably of such a length as to bridge the contacts 69 and 71 when the cut-out valve is in normal running position, and also when the cut-out valve is in the circuit restoring position.

What is claimed,"is:

1. In a system of train control, the combination with-train controlling means, or a fluid actuated device which when supplied with fluid holds said train controlling means inoperative, a magnet valve which when onergized supplies fluid to the fluid actuated device, a normally closed charged electric train controlling circuit normally completed through the traflic track normally holding said magnet valve energized, and a circuit breaker in said circuit normally held closed by said magnet valve.

2. In a system of train control, the combination with the fluid pressure brake system, of a train pipe venting device, an electro-magnetic-valve normally acting to restrain the operation of the train pipe venting device when energized, a normally closed charged electric train controlling circuit normally completed through the traflic track normally holding said magnet valve energized, and a circuit breaker in said circuit constituting an armature of the electromagnetic-valve and normally held closed thereby. T

3. In a train controlling system, the combination of a train pipe, a fluid actuated valve controlling said train pipe, a normally closed charged electric train-circuit, normally completed through the traflic track, and an electro-magnetic-valve interposed in the electric circuit and exercising control over the electric circuit and over the fluid actuated valve.

4. In a-system of train control, the combination of a fluid pressure train controlling system, a normally closed charged electric train-circuit, normally completed through the traffic track, a valve in said fluid pressure circuit, an electro magnetic device in said electric circuit, a circuit breaker in said electric circuit constitutlng an armature for the electro-niagnetic device, and a plunger, in said electro-magnetic device, connected to the valve aforesaid.

5. In a system of train control, the combination of a fluid pressure train controlling system, a normally closed charged electric train-circuit, normally completed through the trafiic track, an electro-magnetic device in said electric circuit, and two armatures under the control of said electro-magnetic mechanism and operatively connected therewith, and a circuit breaker below the electromagnetic device, under the control of such device and arranged to control a circuit therethrough.

7. In a system of train control, the combination of train controlling means, a fluid actuated brake controlling means, a magnetvalve which when energized normally supplies fluid to hold said brake controlling means inoperative, a normally closed charged electric train controlling circuit normally completed through the trafiic track normally holding said magnet-valve energized, and a circuit breaker in said circuit constituting an armature of said magnetvalve and normally held closed by said magnet-valve.

Signed at Pittsburgh, in the county of Allegheny and State of Pennsylvania, this 26th day of March, A. D. 1913.

GUY P. THURBER.

Witnesses KATHARINE BRU'ISCHER,

J. P. MoANnREss. 

